Draft-rigging for railway-cars.



J. F. OCONNOR.

DRAFT RIGGING FOR RAILWAY CARS.

APPLICATIQN FILED OCT. 22, 1914.

WITNESSES:

J. F. O'CONNOR.

DRAFT RIGGING FOR RAILWAY CARS.

APPLICATION men M122. 1914.

1,203,247. Patented Oct. 31,1916;

2 SHEETS-SHEET 2 fig 7 2 v I 9 INVENTOR.

0 ilfidr ATTORNEY WITNESSES:

JOHN F. o'comron, or CHICAGO. ILLINOIS, ASSIGNOR 'ro j CHAZY, NEW YORK.

WILLIIhI II H. MINER,

DRAET-RIGGING FOR RAILWAY-CARS.-

Specification of Letters Patent.

1 Patented Oct. 31, 1916.

Application filed October 22, 1914. SeFial No. 867,948.

To all whom it may concern Be it known that I, JOHN F. OCouxon, a citizen of the United States, residing at Chicago, in the county of Cook and State of linois. have invented a certain new and useful Improvement in Draft-Rigging for Railway-Cars, of which the following is a full, clear. concise, and exact description. reference being had to the accompanying drawings, forming a part of this specification. I

My invention relates to improvements in draft rigging for railway cars.

he object of my invention is to provide a. draft rigging of simple construction and efficient operation. In the drawings forming a part of the specification. Figure l is a side elevation, partly in vertical longitudinal section of a draft rigging embodying my invention. Fig. 2 is a plan view. partly in horizontal section on line 2-2 of Fig. l.

is a front end view of Fig. 5 is a cross section Fig. 7 is an end view Fig. 8 1sa the friction 99 indicate draft members pr parts of the car-frame to which the draft rigging is applied. .10l0 the front stop members, 11-11 the rear stop members, and 12 the draw bar slidingly engaged to a draft yoke 13v by ineans of the key. 14 passing through longitudinallyextended slots 1515 in the lateral plates 1( l6 of the yoke head 17, the said key l-l extending at its ends through the longitudinally extended slots l818 in the stop member-s10 and adjacent parts of the draft members 9. \Vithin the yoke is mounted the front follower and the.

draft gear 21 comprising a friction shell'22 and friction elements 23 and spring elements 24: within the shell. The shell is provided at its rear end with a preferably integral plate 25 and laterally extended shoulders 36, adapted to engage the rear stop members and hold the shell against 'rcarward mo'vement in bufling action of the gear. The shell is preferably provided with upper and lower flattened faces 27-27 respcctively, the same being preferably formed ,intermediate the ends of the shell by a pair Fig. 3 is a. cross section taken on line, 33 of;

Fig. 6 is air .ings. there is a roll of of'longitiidinally extended spaced apart ribs 270-270. The. friction mechanism comprises a wedge, 28. cooperating with three frictional shoes 29. each shoe having an outer friction face 30. concave in longitudinal section and convex in transverse Sectlon. see Figs. 2' and 3. These shoes slide upon correspondingly curved friction faces 31 on the interior of the shell. Each face 31 is convex in longitudinal section and concave in transverse section. These faces 31 are so arranged that ribs 131 are formed therelTetween by which the shoes 29 are guided in their The wedgi an outer end and has wedging faces 32, one for each friction friction roller 33 interposed between each ivedgingfzu'e of the wedge and the adjacent anti-friction roller seat 34, with which each friction shoe is 'n'ovi'ded on its inner face. A roller retaining sleeve 35 is slidably mounted upon the connecting bolt 36, the connecting bolt passing through the parts within the shell and having its head 37 received within a forwardly opening recess 38 in the wedge and being provided within nut 39 received within a rearwardly opening recess 40 provided in the rear plate 25 of the shell 22. The roller retaining sleeve 35 is provided with a forwardly extended flange i1 engaging the anti-friction rollers and is rearwardly provided with ,a boss 42 surrounding the aperture. 4.3, through which the, connecting bolt passes, there being a preliminary spring 45 seated against said sleeve and about the boss thereof at its forward end. the said preliminary spring being rear wa'rdly seated about a boss 46 provided upon the movable spring seat -17. vhich is like- I the spring members 24 of the gear. the

said spring members preferably comprising. an outer spring t8v and an inner spring 4 hosted therein. The said springs 48 I and 49 are rcarwardly seated against the rear inner end of the shell 22. fTn the embodiment of my invention, illustrated in the accompanying drawpreferably about 5 to each friction shoe in its movement from normal position to its position when the gear is under full compression, that is, as the Wedge moves rearwardly on rearward longitudinal movements. if is clovverleaf shaped at its shoe. there being an antifriction shoes and forms 'movement of the draw bar, the angle of thrust is comparatively acute, on account of the fact that the pressure transmitted from the wedge to the shoes through the anti 5 friction rolls is transmitted at a point forwardly of the narrowest diameter of the curved internal friction faces of the shell. As the wedge moves rearwardly exerting its spreading pressure through the anti-fric- Lotion rollers upon the shoes, and the rearward movement of the shoes is resisted by the pressure of the spring members trans mitted through the movable spring seat, the angle of thrust-becomes greater and the frictional resistance'constantly greater, un-

. til on full compression of the parts, the line of pressure from the wedge through the shoes extends outwardly to the friction shell, substantially at the point of its smallest diameter. Thus a graded and increasingresistance to compression is provided. The spring 45, hereinbefore for convenience designated a preliminary spring, exerts a forward pressure against the roller retaining sleeve, which in turn holds the antifriction rollers in proper position during the roll of the curved shoes in their longitudinal movement within the shell. Thus my invention provides a draft gear in which a light compression resisting action is pro videdupon initial movement, the compression resisting power being increased during the stroke of the gear until a very high compression resisting capacity is afforded at the finish of the stroke.

' r Another feature of my improvements resides in the fact that as the wedge 28 moves inwardly, the rollers move toward the apex thereof and the inward travel of the shoes 4 29 is accelerated as they move along the gradually contracting mouth formed by the three curved friction shell surfaces 31. I claim: I L'In a draft gear, a shell, friction shoes, and a wedge within the shell, springs associated and alined with the friction shoes and contained within the shell, the shell being provided with a longitudinally curved friction face adapted to be engaged by the 0 shoes.

2. In a draft gear, in combination, a shell, a wedge, a set of circularly arran ed friction shoes and springs within the s ell, the friction shoes having outer longitudinally 5 curved friction faces, the shell having similarly curved interior friction faces engaging the shoes, the friction faces of the shell being arranged substantially circularly around the ,axis thereof. 3, In a draft gear, in combination, a shell, s rings, friction shoes and a wedge within t e shell, the shell being into ally. provided with a longitudinally curve friction face,

the shoes being provided with similarly curved friction faces engaging therewith, the angle of thrust from the wedge to the friction shoes gradually increasing during the inward movement of the friction shoes and wedge within the shell.

4. In a draft gear, in combination, a shell, springs, friction shoes, a wedge within the shell, and anti-friction rollers directly interposed between said shoes and said wedge, the shell being provided with a longitudinally curved friction face, the shoes being provided with similarly curved friction faces, the friction shoes having a rolling movement upon the friction face of the shell on rearward movement of the wedge in reference to the shell.

5. In a draft gear, in combination, a shell, springs, friction shoes and a Wedge within the shell, the shell being provided with a longitudinally curved friction face, the friction shoes having similarly curved friction faces engaging therewith, whereby the thrust of the wedge upon the shoes becomes increasingly direct as the shoes and wedge move inwardly in reference to the shell.

6. In a draft gear, in combination, a shell, friction shoes, a wedge, springs, anti-friction rollers between the shoes and wedge and an anti-friction roller retainer sleeve within the shell, a connecting bolt passing through said sleeve and a spring seated against; said sleeve to hold the same in engagement against the anti-friction rollers.

7 In a draft gear, having a shell, friction shoes, a wedge and anti-friction rollers within the shell, a sleeve and a spring, the sleeve engaging the anti-friction rollers to hold the same in position between the wedge and friction shoes, the spring being seated against said sleeve.

8. In a draft ear, the combination with a friction shell, riction shoes, wedge, main spring, and anti-friction rollers mounted between the wedge and shoes, of a roller retaining sleeve engaging said anti-friction rollers, and a spring located within the shoes and in engagement with said sleeve.

9. In a draft gear, in combination, a shell,

- friction shoes, a Wedge and springs within the shell, anti-friction rollers between the wedge and friction shoes, a spring seat engaging the friction shoes and held against the same by the spring,, a roller retaining sleeve engaging said rollers, and a further spring mounted between said spring seat and the roller retainer to hold the same in engagement against the rollers.

JOHN F. OCONNOR.

Witnesses:

CARRIE G. Ran-z, ELIZABETH M. Bnrrr. 

